Brake engine



' R. MOORE BRAKE ENGINE Jan.4 4, 1927.

Sheets-Sheet 1 Filed Nov4 26. 1920 R. MOORE Jan.' 4,1921.

BRAKE ENGINE` Filed Nv. 26 1920 a sheets-*sheet 2 Jam 4, 1927.

R MOORE BRAKE ENGINE Filed Nov. 26, 1920 8 sheets-sheet 3 9 ,o 43a l l l 46 45 1,613,474 A Jan. 4, 1927. l R. MOORE y:

BRAKE ENGINE Filed Nov. 26, 1920 8 sheetshevgf, 4

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R. MOORE BRAKE ENGINE' 4 Filed NOV. 26. 1920 8 snee-{as sheet 6 $1,251 5 ff @HW Wwww5/in Jan. 4, 1927. v 1,613,474

R. MOORE BRAKE ENGINE l Filed NovA 26, 1920 8 Sheetsheetv @Owe/foar@ @vwl-U11 4 Patented Jan. 4, 1927.

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WORKS, OF WILKES-BARRE, PENNSYLVA NIA., A CORPORATION OF PENNSYLVANIA.

BRAKE ENGINE.

Application led November 26, 1920. Serial No. 426,430.

My invention relates to brake engines ot the weight elevatin' type, in which the weight-s are employed to apply the brakes to the moving parts ot the mechanism in connection with which the engine may be utilized. The invention has a particular application to hoisting apparatusk of the type employed in mines.

One object of my invention is to provide improved automatic means for limiting the upward stroke of the piston in the cylinder, thereby preventing the piston from striking the cylinder head and-at the same time preventing the accumulation ot excess pressure in the cylinder, with the resultant loss of energy and delay in starting the piston upon the downward stroke.

A further object ci the invention is to provide improved automatic means `for et'- fecting application of the brake in case of power failure, over-speed or over-travel, the application ot. the brakes being quick or gentle, according to the needs ot' the emergency.

A clear conception of the mechanism by means of which the above named and other objects which will appear hereinafter are accomplished -will be had from the accompanying drawings, in which:

Figure l is a side elevation of a brake engine made in accordance with my invention, lshowing' more or less in diagram the drum and brake mechanism of mine hoist;

Fig. 2 is a vertical section of a portion of the engine and of the valve mechanism which constitutes the main features of' the invention;

Fig. 3 is an enlarged vertical sectionof a portion of the engine cylinder and the valve mechanism l Fig. 4 is a view similar to Fig. 3, showing the valve mechanism ir a position assumedv when emergency requires setting of the brakes;

Fig. 5 is a horizontal section on the lin 5-5, Fig. 3; f

Fig. 6 is a horizontal section taken on the line 6 6, Fig. 3;

Fig. 7 is a horizontal section taken on the line 7-7, Fig. 3;

Fig. 8 is a horizontal section taken on the line 8-8, Fig. 3 5

Fig. 9 is a vertical section taken on the line 9-9, Fig. 3;

Fig. 10 is a vertical section taken on the line 10+10, Fig. 3;

Fig. 11 is a horizontal section taken on the line 1l-11, Fig. 2;

Fig. 12, is a horizontal `section on the line 12-12, Fig. 2; Y

Fig. 13 is a side elevation, partly in sectioii, illustrating details of the limitstop, anc

Fig. 14 is a transverse section on the line lll-.111, Fig. 13.

`With reference to the drawings, 1 indicates the base of the engine, and 2 the housing, in the lower portion of which' is the power cylinder 3, and in the upper portion a cataract or gag cylinder 4, this latter being required where the actuating fluid is air, but being dispensed with if so desired where oil or other liquid is employed.

Adaptedto travel within the cylinder 3 is a piston 5, from which extends upwardly a piston rod 6, having the upper end thereof secured to a cross head 7, from which depend weight-supporting rods 8, said rods carrying at their lower ends brake-actuating weights 9. Links 8a are connected to and. extend upwardly above the said cross-head, said links being attached at their upper ends to a yoked brake lever 10, which in the present instance is oper-ably connected by means -of reach rods 11 and bell crank levers l2'to brake shoes 13 adapted to operated in connection with the drum 14 ot' a mine hoist. By admitting an actuating fluid to the cylinder 3 below the piston 5, the latter is forced upwardly, elevating with it the weights 9 and releasing the brake shoes from engage,- ment with the drum, and when later it is desired to apply the brakes, this is accomplished by exhausting the actuating fluid from the cylinder 3, whereupon the piston is` carried downwardly by force of gravity acting both upon the piston and upon the weights 9, and the brakes 13 applied.

A single port or duct 15 both admits and exhausts the actuating iiuid from the cylinder 3, the iiow of the actuating-fluid being controlled by means of an operating valve housed in a casing 16. By manipulation of the operating handle 17 of said valve in the 'which "communication is establ ishedl between M'ports by' means respectively of springs 66' and 67 and being operatively connected with; the handle 17 so as to bedepressed alternate# "tion intwhich the said lever is shifted.A vthe'ehamber 59 is airair intake port 15 con;

' trol respectively the` ports oand G3,

.chambers 60 and (51. Tvlalves Gel and 65 ccnl' .valves normallyv being elevated to close the according' t-o the direcly to open the valves i ln nected by means ot suitable piping- 18a to a source ot' airsupply,1 while an exhaust port is located in the chamber 61. The cham- 'Mber 60 has therein two ports 19and 68 trom 'whieh extend respectively pipes 2O and 29, the port 68 being normally closed by a poppetv valveE 69 mounted in a suitable valve tchamber 70 dependingtrom the valve casing.' When'the lever 17 is thrown to the brakevreleasemposition, the valve @e is depressed and live air admitted'trom-the chamber 59 to closed,the air-passes through the pipe line 20 A toa valve casingQl, in which ismounted a 1' valve 22,said latter'valve being,l raised itroin l^theeseat which 1t noi'n'ially occupies by the ipermitsthe passage ot the inlet port 21% air though a port 23 linto'avalve chamber 24;, within which is inatter to bedeseribed, said valve when openV permitting the passage ot the Jfport? 26- into a lower chamber iwh'enee it Apasses through a continuous chamavalve 25,normally held in the elevated po;

sition shown inflligs. 2- and 3 by meanshere-V through a 2l trom fber 28 to the duct 15,1'and thence to the cylinder 3. l/lihen, new, the lever 1? `is thrown tothe cbrakeapply position, the valve 64 is Y closed andA the valve 65 opened whereby air is permitted to eahaust trom the cylinder through the duct 15, through the chamberv 28 and 27, and a port 26 into the chamber 211, 'drom'wliich chamber opens a port 24a into ffthefpipe line 29, returning to theV saidoper-4 atingivalve 16, theV pressure or" the airlitting andvopening the valve.. (39,5wherebyz the air.`

is admitted to the chamber ,"tromwhenee it:exhaustsLthroughlthe port :3. into', the chamber (i1 and' out through exhaust port Sd fflWithin'fthe chamber 28 is established a nrlvalvel', whichxnormally isretained in a end ot the arm said y end ot' ythe a' im `thechamb'er 60'.y 'lhe valves and G9 being` 1 afir entering* 'trom the pipe 2O through the The elevation oit the valve position closing a port 32 in the top of the said chamber', the valve 31 being normally held in the said port-closing,` position by f means ot toggle apparatus comprising a bell crank lever 33 pivotally secured to a block 3% and a link 35 having one end thereot pivotally secured at 36 in the present instance to the valve chamber ot theengine, the other end hereof being pivotally attached to the 33 ot the said bell crank lever 33.

v `Secured.within-the block Se is the upwardly extending stem 31A ot the valve 31, the

'arrangement being such that with the link 35` and thebell-eilank'lever 33 inthe relative positions shown in Figs; 2 and 3,' the valve 31 is in the eleiated position' closing the port A32,41but whenv the toggle is broken, as is the case when-the arm @3b ot the lever 33 is depressed,lthe valve 31 is dropped andthe port 52 opened, as shown in Fig. 1. Theouter 38 ofthe bellfcrank llever't isoperably .connectedwith the stem 37 ot a solenoid 38 secured to a` suitable bracket 39 extending*- itroin the engineriiraine 2, the-normal position or'V the said stem 37 being such as to hold the arindb in an `elevated position, as shown in Figs. 2v and 3, and only when the solenoidbeeomes deenergizeddoes the stem 3? drop, carrying with it the outer end or the arm 33h, whereupon the said toggle 1s broken andthe valve 31 dropped, as

^ previouslyexplained.

lt will be noted .thatthevalve lcarries a piston 'lfiitted in a cylinder 72, (Fig. 3), the lowerv tace otthepistonbeing exposed to the atmosphere through opening, so that when pressure is admitted tovthe port or chamber 28, there is:a'ftendencyvtorthe 'valve 31 to be pulledY into th'ezeniergency or open position .eue to tlie;,iineqiialxpressures upon the piston. Means otmotive power is thus provided foruinovingthe valves quickly to theeinerpgency position. ltwill benoted thatthe piston 7.1 is ot greater area'than the port- 32 which ltorinsa-.seat' iorthe valve 31.

l he solenoid 38' is o'tsuch'size as merely to llitt the .valves 31 and 25V as hereinafter described, when .pressure within -therhamber 28 has been removed by the setting otithe se V Vics

operatinp` valve 16 inthe release position.

'Since the valves are :locked by the toggle mechanism, a much smaller solenoidmay be used ,thanxwould otherwise belrequired to iold the valve againstthenormal pressure within the chamber 28. lt will be. seenfurther that means is thus providedwhereby ,the device l(valves) may be-reset trom the Voperators station which may be somewhat removed from` the 'brake engine.

The port 32, which is controlled byk the vvalve31,4communicates'with passage l0 formed in the present instance in the trame 2 ot theren'oine said assaee 40 communicating at the upper end thereofwith arportlll the closed position illustrated in Fig. 3, said pressure being appliedvto the outer face of the valve through the ports 45 and 43a and the pipe 44, the area of the seat in port 41 being somewhat less than the bore of the casing 43 to retain valve 42 in closed position with equal pressures at opposite sides of the valve. The air passing through the port 43a passes to the interior of the casing 43, through a restricted opening 46 and the port 47, said port 47 also cornmunicating with a port 48 in the casing 43, from which extends a pipe 49 to the limit stop 55 of the hoist, the said pipe 49 normally being closed at the limit stop end by a valve 56 operably connected with the said limit stop in the manner clearly described in U. S. Patent No. 1,509,685, dated September 23, 1924, which discloses a limit stop adapted for use in connection with the engine herein described.

This limit stop, illustrated in Figs. 13 and 14, includes adrum 80 mounted on a screw shaft 8l and rotated through a pinion 82 y splined to a shaft 83, the latter shaft being rotated by a shaft 84having a suitable operative connection with the drum shaft of the hoist, see F ig. 1, through a sprocket 85 at one end of said shaft 84. The gearing between the shafts is such that a predetermined movement of the drum 8O along the screw shaft 81 corresponds to the complete travel of the hoist. The drum 8() carries projecting fingers 86 and 87 l which are adapted respectively to contact with cams 88 and 89 on two shafts 90, 91, to oscillate the shafts, and these cams are respectively located at opposite limits of` travel of the drum on the shaft 81 so that one or other of the shafts is oscillated when the hoist overtravels in either' direction. The shafts 90 and 91 are each operatively connected in suitable manner with the valve 56 so that this valve is opened by oscillation, as described, of either shaft. Each` of the shafts and 91 is also operatively connected with a switch, 92 and 93-respectively, which may be connected in the circuit of the hoist motor, one or other of the switches being opened simultaneouslyvv with the opening` of the valve 56. l

lt will be seen that, the valve 31 being opened as in Fig. 4, the air in the cylinder is lpermitted to exhaust through the port 32 into the passage 40, thereby creating pres- Sure against the inner face of the valve 42 tending to force the valve outwardly so as to open the port 41. At the same time, however, air is permitted to discharge through the port 45 in the pipe 44, thereby creating a pressure against the outer face of the valve 42 which is approximately equal to the pressure in the pipe 40. However, due to greater area of piston 42, the valve remains in closed position. At the same time, the air in theV passage 40V is permitted to ldischarge to the atmosphere through a cock 50 stationed in the present instance in the side of the said passage. lt will be seen that the pressure in the pipe 44V which is exerted against the outer face of the valve is somewhat greater than the pressure in the passage 40, which is reduced by the escape of air through the cock 50, assisting' the valve to be maintained in its closed position whenever air is discharged through port 40. When, however, the valve 56 at the limit stop is operated, which occurs when the hoist has over-trav eled, the air which passes into the .valve casing 43 through the pipe 44 is permitted to discharge from the said casing through the pipe 49 at a faster` rate than it enters, due to the restricted opening 46 through which it must pass before entering the said casing, whereby the pressure of the air against the outer faceof the valve falls below that in the passage 40, and the valve 42 is accordingly forced outwardly, thereby permitting the air to rush from the cylinder through the various connecting passages and the port 41, and through the apertures 51 in the side of the casing, which apertures normally are closed by the said valve. The piston is thus allowed to fall quickly to the bottom of the cylinder and the weights per` mit-ted to set the brake shoes 13 against the drum. y

' As clearly described in my aforemen-` tioned Patent No. 1,509,685, the solenoid 38 is electrically interconnected with the limit stop 55 and with the speed governor 58 of the hoist in such a manner that in case 'of over-speeding of the hoist due to power failure or for other reason, the magnet is deenergized, the core 37 as it drops breaking the toggle device which normally supports the valve 31 and permits the latter to drop. In this case, the air in the cylinder is ex hausted through the cock 50 and the application of the brakes is correspondingly slow. The speed governor 58 of the hoist is opn erated through the shaft 84 and, through suitable linkage including a rod 94 and lever 95, is operatively connected with a switch 96 connected with the solenoid 38. lllhen the speed of the hoist becomes excessive, the governor balls 97, 97, move out and down and force downward the rod 94. The

vlatter' carries a dog 99 which engages the lever and moves this lever about the pivot lll() 98 'which Lopensthe switch. 96, therebydeen-A` ergizin'g thei` solenoid.

z '.liliztending laterally 'troinvthe valve 3l is an arm Sil 4which, when the valve 3l is'V closed, Aas 'stemff otfthe valve ter oil? its seatzu'herehv the port 2G opened,

shown iirllig. 2, engages the valve 2li and elevates the lat- When noW-tlievalve 3l is depressed to onen the :port im v:1 ting oil the supply fot live air to the under side o'fthepiston :5,

ofneees.- i andft-hrough either the Coeli 5() or the valve a2, asthe ease may he. .'ditions, houover, a discharge ot `the air ier-:nn the Cylinder talliesl 29 andI the air under the .piston y' d soharging from the passage l() llnder normal oonas previously plaoethrough the port the pipe Arthef operating valve lo.

: the port it\ easing 2l,

' i ized. Under 22 Ais elevated inthe maiY er previously de- 3 nardly in `the Cylinder to a point clear l he apparent that live a ,Will pass through `the pipe 53 into the valve whereupon 4the 4pressure of yhe air onithe opposite sidesoi the valve'is equalthese Conditions the Weight of: the valve together with the pressure ol` the lspring issul'oiont to'return the said- `valve 22 to Ithe port-closing position Where Y h v furtheradmission oi Seis out oli in suite oi the fact that the oper Verating lever l? is inthe operating posi-f iis-n.` ln this manner, the upward sti-olie ol'f-i limited and the' iauxiliary meansprOVidng llorqrapid exair to the cylinder the piston in the cylinder is piston prevented iroin striking the Cylinder head 3a with a consequent development of ut undue excess of pressure in the cylinder preventiixgrapid` return ot' the piston to `hottom of the cylinder il' quick application ot the brake is required.

l claim: l. ln an engine, the Combinationwith a vcylinder,having a piston therein, ot means for admitting an actuating iuid to the cvlin Y der, normal..exhaust -means 'lor the tluid,`

auxiliary' exhaust means, and mechanism -auton'iaticallv Y mined conditions lor sin iting on' the admi@` operative under predeter- `sion of the actuating iluid and for bringing the auxiliary exhaust means into operation.-

2. In an engine, the combination with a cylinder 'having a piston therein, olA means for admitting and exhausting an actuating f fluid to and trom the cylinder, a valve oontrolling the admission and exhaust, auxiliary 1 A v i v 1 L it ,l exhaust-means, a second iaiie eoinionmg said auxiliary exhaust means, andV mech?- anism automaticalljy7 operative under predel the valve is permitted to- 4Vdrop, olosingthe port 26 and thereby shut-f stated, the

As the air enters` the Cylinder 3 through the pipe 20, the valve A they . termined Conditions i :ton .simu-italieouslvv operating .the first valve toi shutI oft theV4 Yad- 3. 1 The combination with an. engine having means iiorxthe zulnnssionan-d exhaust et an actuating fluid, auxiliary exhausting means `for. said iluid, a Ivalve'controlling said' auxiliaiy.A exhausting means, `a traveling drum, :bra-kes'for thedrum operated by said engine, 1.and vmechanismv :controlled lay-.the movement oi'- said drumlOr actuating said auxiliary exhaust valve.

f el. The Combination vwith anzengine; haviingmeansf `for the admission and lexhaust oi an .actuating fluid, auxiliary: exhausting meansv orsaid liuichfa valve controlling said auxiliary, eA h 'ngi-moana, a traveling drum, brakes for the druinoperated hvsa-id ;ongine, mechanism controlled lov the movement of saiddrum. for actuating said auxiliary exhaust valve, and meanswherehy when the latter is .opened the. said normal exhausti g means is rendered inoperable. 1

5,' rlhe eoinhinartion with a ,traveling drum, of brakes-for said drum, and an en- .gine for operatingl said brakes, said :engine comprising: means Yfor itheviadmission, and

` normal exhaust olf anA actuating` iuidauf;il

iary means providing orvsloiv exhaust, auxiliary' means providing lorffrapid eX .Y haust, and mechanism.:controlled by the mov nent otsaid drum tor .bringing the 'saidauxiliary` exhaust: means into operation.

ffflhe lCombination i with. a traveling drum, olibrakes for said'druni, and an enginev for operating said brakes, said engine foomprising ymeansor :the admission and normal'exhaust ofi an actuating luid,au:;il iarymeans providing -lioiwslow .exliaust,

haust,@mechanism' Controlled by the movement of sai'dxdrumfiiorbringing the said auxiliary'enhaust -means into operation, and means whereby operation ofY said auxiliary z exhaust means 4 renders the Ynormal exhaust u inoperative.

M'lhe eombination 'with aA traveling drum, ofhrale-s for said drum, and an` engine fonoperating said brakes, said. engine Comprising aieylinder having a piston there- .in,..1neans for. admitting` and-exhausting an actuating fluid to and trom the Cylinder, an operating member :normally controlling the said admission. .and exhaust', an auxiliaryfex- `liaus't duet'lia-ving anopening:therein providing .for slow: exhaust, andan opening therein providing for rapid exhaushavalve controlling said.lat'teivopening a .valve in said duct, mechanism Controlled hv the movement ot saidrdrum. foractuatingl said ivalves, and means.Wherehvfthe actuation of said duet valvey reudersthe normal yexhaust v means' inoperative.

lill

8. In an engine, the combination with a cylinder having a piston therein, of means for admitting an actuating fluid to one end of the cylinder, two independent means for exhausting the actuatingl fluid from the cylinder, a valve controlling one of said exhaust means, means whereby pressure of the fluid in the said cylinder end is utilized to retain the valve normally closed, and means for reducingl the retaining pressure below the pressure in the cylinder and for thereby (mening the valve.

9. In an engine, the combination with a eylinoer haty a piston therein and normal. admission and exhaust means for an actuating` Huid, ot an auxiliary exhaust port 'for said fluid, a valve controlling said port and adapted to be opened by pressure of the fluid within the cylinder,y a Casing; in which said valve operates, said casing having a. restricted port orthe admission of fluid from the cylinder whereby the valve is normally retained in closed position, an enlarged exhaust port adapted when open to reduce the pressure in the casing below that in the cylinder, and a valve controlling said enlarged port.

10. The combination with a Vtraveling drum, of brakes Jfor said drum, and an engine for operating said brakes Comprising a Cylinder havingl a piston therein and normal admission and exhaust means for an actuating iiuid, an auxiliary exhaust port or said fluid, a valve controlling said port and adapted to be opened by pressure of the fluid within the cylinder, a easing in which said valve operates, said casina having a port for the admission of fluid from the cylinder whereby the valve is normally retained in closed position, and means actuated by the the fluid "s exhausted from the easing faster than it is admitted whereby the pressure in the easing falls below that in the cylinder.

l1. ln an engine, the combination with a cylinder having a piston therein, of means for admitting,` an actuating fluid to the cylinder, normal exhaust means for said fluid, an auxiliary exhaust providing` for slow exhaust of the actuating fluid, and speed responsive apparatus normally disconnecting said auxiliary exhaust means and operative under predetermined conditions to connect the auxiliary exhaust means with the Cylinder.

ROSCOE MOORE.

movement of the drum whereby 

